Zero turn radius vehicle with single steered wheel

ABSTRACT

A zero turn radius vehicle with a single steered wheel may include a pair of power transfer mechanisms driving a pair of wheels, an operator control mechanism for controlling the steering, speed and direction of the vehicle and a controller in communication with the control mechanism. A steerable wheel is located adjacent the front of the vehicle frame, on a first side of the vehicle frame and an electric actuator is connected to the controller for steering the front steerable wheel. A second, non-steerable front caster wheel is located on a second side of the vehicle frame. A damper is connected to the non-steered wheel to dampen rotation of the non-steered wheel about a non-steered wheel pivot axis The controller controls the pair of power transfer mechanisms and the electric actuator based on operator input.

CROSS-REFERENCE

This application is a continuation of U.S. Non-Provisional applicationSer. No. 15/670,646, filed on Aug. 7, 2017, which is a continuation ofU.S. Non-Provisional application Ser. No. 14/732,388, now U.S. Pat. No.9,725,115, filed on Jun. 5, 2015, which claims the benefit of U.S.Provisional App. No. 62/009,029, filed on Jun. 6, 2014, and thedisclosures of these prior applications are incorporated herein byreference in their entirety.

BACKGROUND OF THE INVENTION

This invention relates to zero turn radius vehicles such as utilityvehicles including lawn mowers having driven rear wheels.

SUMMARY OF THE INVENTION

A utility vehicle such as a lawn mower or the like having zero turncapability and a single steered front wheel is disclosed herein. In anembodiment, a vehicle comprises a pair of power transfer mechanismsdisposed on a vehicle frame, the vehicle frame having a front and arear, an operator control mechanism for controlling the steering, speedand direction of the vehicle, and a controller in communication with theoperator control mechanism. The vehicle further comprises a pair ofdriven rear wheels located adjacent the rear of the vehicle frame, eachrear wheel engaged to and driven by one of the power transfermechanisms, a first steerable wheel disposed adjacent the front of thevehicle frame, on a first side of the vehicle frame, an electricactuator connected to the controller and providing a steering force forsteering the first steerable wheel, and a second non-steerable casterwheel located adjacent the front of the vehicle frame, on a second sideof the vehicle frame opposite the first side. The controller controlsthe pair of power transfer mechanisms and the electric actuator based onoperator input to the operator control mechanism.

In a further embodiment, the vehicle comprises a pair of transaxlesdisposed on a vehicle frame. An operator control mechanism forcontrolling steering, speed and direction of the vehicle, and acontroller in communication with the operator control mechanism, areprovided. The vehicle further comprises a pair of electric actuatorsconnected to the controller, each of the electric actuators beingengaged to and controlling one of the pair of transaxles, and a pair ofdriven rear wheels located adjacent the rear of the vehicle frame anddriven by one of the pair of transaxles. The vehicle further comprises afirst steerable wheel disposed adjacent the front of the vehicle frame,on a first side of the vehicle frame, a front electric actuatorconnected to the controller and engaged to and providing a steeringforce for steering the first steerable wheel, and a second non-steerablecaster wheel, wherein the controller controls the pair of electricactuators and the front electric actuator based on operator input to theoperator control mechanism.

In a further embodiment, a vehicle comprises a pair of front wheelsdisposed on opposite sides of a vehicle frame adjacent a front end ofthe vehicle frame, wherein a first front wheel is a steerable wheel anda second front wheel is a non-steerable caster-type wheel, and anoperator input control mechanism for controlling the steering, speed anddirection of the vehicle. The vehicle further comprises a first gearboxdisposed on the vehicle frame and linked to the operator input controlmechanism, a shaft linked to the first gearbox, a second gearbox linkedto the shaft, the second gearbox connected to the steerable wheel and amechanical summator mechanically linked to the second gearbox and to theoperator input control mechanism. The vehicle further comprises a pairof transaxles, each transaxle being linked to the mechanical summatorthrough respective linkages, and a pair of driven rear wheels. Themechanical summator controls the pair of transaxles based on operatorinput to the operator input control mechanism, and the second gearboxsteers the first wheel based on operator input to the operator inputcontrol mechanism.

A better understanding of the objects, advantages, features, propertiesand relationships of the inventions will be obtained from the followingdetailed description and accompanying drawings which set forthillustrative embodiments that are indicative of the various ways inwhich the principles of the inventions may be employed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top plan view of an exemplary zero turn vehicle having afront wheel steered with an electric actuator, and including transaxlesfor driving the rear wheels of the vehicle, and a steering wheel and anaccelerator pedal for control of the steering, speed and direction ofthe vehicle.

FIG. 2 is a top plan view of an exemplary zero turn vehicle similar tothe vehicle of FIG. 1, but including control levers for control of thesteering, speed and direction of the vehicle.

FIG. 3 is a top plan view of an exemplary zero turn vehicle similar tothe vehicle of FIG. 1, but including electric hub motors for driving therear wheels of the vehicle.

FIG. 4 is a top plan view of an exemplary zero turn vehicle with a frontwheel steered through a mechanical linkage to a steering wheel of thevehicle, and including a mechanical summator to control transaxles fordriving the rear wheels of the vehicle.

FIG. 5 is a top plan view of an exemplary zero turn vehicle similar tothe vehicle of FIG. 4, but including independent pedals for allowing theoperator to control transaxles for driving the rear wheels of thevehicle.

DETAILED DESCRIPTION OF THE DRAWINGS

The description that follows describes, illustrates and exemplifies oneor more embodiments of the invention in accordance with its principles.This description is not provided to limit the inventions to theembodiment(s) described herein, but rather to explain and teach theprinciples of the inventions in order to enable one of ordinary skill inthe art to understand these principles and, with that understanding, beable to apply them to practice not only the embodiment(s) describedherein, but also any other embodiment that may come to mind inaccordance with these principles. The scope of the invention is intendedto cover all such embodiments that may fall within the scope of theappended claims, either literally or under the doctrine of equivalents.

It should be noted that in the description and drawings, like orsubstantially similar elements may be labeled with the same referencenumerals. However, sometimes these elements may be labeled withdiffering numbers or serial numbers using different prefixes in caseswhere such labeling facilitates a more clear description orunderstanding. Additionally, the drawings set forth herein are notnecessarily drawn to scale, and in some instances proportions may havebeen exaggerated to more clearly depict certain features. As statedabove, this specification is intended to be taken as a whole andinterpreted in accordance with the principles of the invention as taughtherein and understood by one of ordinary skill in the art.

FIG. 1 depicts an embodiment of a zero turn vehicle 190 incorporating apair of power transfer mechanisms for transferring drive power to a pairof driven wheels 193. In this particular embodiment, the power transfermechanisms constitute transaxles 120L, 120R mounted on and supported bya frame 192. These transaxles 120L, 120R may be hydrostatic transaxlesof the type shown in commonly owned U.S. Pat. No. 7,134,276, the termsof which are incorporated herein by reference. In the embodiment shown,vehicle 190 includes a deck 198, which may be of fixed height (relativeto ground), ground-following, or height adjustable as known in the art.Deck 198 can include mowing blades and is intended to be representativeof other ground engaging equipment such as brush cutters, aerators, andthe like. Each of the transaxles 120L, 120R independently drivesrespective rear wheels 193 through output shafts to provide steering anddrive of vehicle 190. The rear wheels 193 (and the rear wheels in theother embodiments disclosed herein) are disposed adjacent the rear ofvehicle frame 192, at a distance from the rear as may be appropriatedepending on the application. Prime mover 191 provides power to thetransaxles 120L, 120R through a power transfer assembly, such as a beltand pulley assembly 197 (shown schematically). Prime mover 191 may be aninternal combustion engine or electric motor having an electrical powersource and in the embodiment depicted is disposed on vehicle frame 192proximate to transaxles 120L, 120R.

Controller 170 can control the speed and direction of rear wheels 193 bycontrolling the respective transaxles 120L, 120R, based on controlinputs from an operator. The operator can provide steering inputs tocontroller 170 through a steering wheel 180, steering column 181 andsteering position sensor 171 (e.g., a potentiometer to indicate therotational position of steering column 181). The operator can providespeed inputs (amplitude) and direction inputs (forward or reverse) tocontroller 170 through an accelerator pedal 172, such as a rocker-stylepedal, which also incorporates a position sensor 172 a, such as apotentiometer or the like.

Alternatively, in lieu of a rocker-style pedal, a conventionalaccelerator pedal with position sensor (not shown) and a switch (notshown) for selecting forward or reverse travel may be used. In thisinstance, controller 170 can be programmed to control the transitionfrom forward to reverse travel, prevent mowing in reverse, etc. Forexample, the operator may be required to stop the vehicle so that bothdrives are in neutral for a programmed interval before switching toreverse travel. Switching to reverse travel mode can simultaneouslyswitch off the deck 198. Additionally, an override switch may beprovided so the operator must select a mow-in-reverse mode to engage thedeck 198 in reverse travel mode.

Controller 170 receives and processes input signals from the acceleratorposition sensor 172 a and the steering position sensor 171, andgenerates control signals (generally, an applied voltage or current) forelectric actuators 130L, 130R. The electric actuators 130L, 130R areeither mounted on or assembled integrally with transaxles 120L, 120R,respectively, to control the outputs thereof. A description of variouscontrol algorithms for electric actuators 130L, 130R that providevehicle drive characteristics and safety features is detailed incommonly-owned U.S. Pat. No. 8,844,658, the terms of which areincorporated herein by reference, and shall not be further describedherein. Electrical energy may be supplied to the controller 170 by anindependent electrical power source, such as a battery (not shown), oran alternator or generator (not shown) associated with prime mover 191.

Controller 170 also processes input signals from the steering positionsensor 171 and accelerator position sensor 172 a to generate controlsignals for an electric actuator 131 engaged to a steered front wheel194. As indicated by a pair of Dimensions A that are approximatelyequivalent, steered front wheel 194 is centered about its own pivot axisP1 to ease the steering/pivoting transition between forward and reverse.Electric actuator 131 pivots the steered front wheel 194 in conjunctionwith the intended travel vector of vehicle 190 as dictated by controller170 to the transaxles 120L, 120R driving rear wheels 193. Bycoordinating the relative speed and direction of the rear wheels 193(through transaxles 120L, 120R) and the steered-orientation of frontwheel 194, vehicle control can be improved when travelling and/or mowingacross sloped terrain, for example.

In addition to the steered front wheel 194, a non-steered caster 195 isprovided for additional vehicle support and stability. Caster 195, as istypical of casters, has a pivot axis P2 that is unequally offset asmeasured from the front and rear of the wheel. This unequal offset isrepresented by Dimensions B and C. As shown, the rotational axis P2 ofcaster 195 can be located forward of the rotational axis P1 of steeredfront wheel 194, as indicated by Offset Dimension E, so the front ofthese two wheels are in alignment when traveling forward in a straightline as indicated by a pair of approximately equivalent Dimensions D.Caster 195 rotates to generally follow the travel vector of vehicle 190,and reacts in response to the actions of the driven rear wheels 193. Adamper 196 can optionally be applied to caster 195 to dampen thepivoting motion of caster 195 so that caster 195 better tracks along thetravel vector of vehicle 190. This may be particularly useful whentravelling and/or mowing across sloped or uneven terrain. Damper 196 maybe adjustable to compensate for wear and/or to obtain a desired amountof dampening. Damper 196 may include various configurations of springs,clamps, and/or sleeves for inhibiting and lessening the pivoting motionof caster 195.

It should be noted that caster 195 may have a tendency to scuff theground or cause the front of vehicle 190 to shift to one side or theother when transitioning vehicle 190 from forward to reverse travel orvice versa. In order to minimize this scuffing effect, caster 195 may bedesigned such that Dimensions B and C are closer to equivalent than istypically found on contemporary utility vehicles having a pair ofcasters. Additionally, caster 195 may include a tire having less gripthan a tire of the steered wheel 194. For example, the tire of caster195 may have a slick surface or tread with less grip or a width that isnarrower than that of the tire of steered wheel 194. In addition toreducing scuffing, this can also reduce stress imparted through frame192 to the steered wheel 194 and electric actuator 131.

FIG. 2 depicts an embodiment of a zero turn vehicle 290 that is similarto vehicle 190, but differing in that vehicle 290 is equipped withcontrol levers 283L, 283R having associated position sensors 284L, 284Rto generate operator control inputs. The control levers 283L, 283R andposition sensors 284L, 284R replace the steering wheel 180 and steeringcolumn 181, the accelerator pedal 172, and the respective positionsensors 171, 172 a utilized on vehicle 190. Control levers 283L, 283Rcan be manipulated by an operator to impart steering, speed anddirection inputs to the controller 270. The control algorithms detailedin commonly owned U.S. Pat. No. 8,844,658, are also applicable to theelectric actuators 230L, 230R in the vehicle drive configuration ofvehicle 290, and shall not be further described herein. In addition tocontrol levers 283L, 283R, it should be understood that other operatorinput devices, such as a joystick (not shown), could be used incombination with controller 270 to impart an operator's steering, speedand direction inputs to the drive system. Front wheel 294 can be steeredwith electric actuator 231, as in the manner described for vehicle 190.Front non-steered caster 295 rotates to generally follow the travelvector of vehicle 290, and reacts in response to the actions of thedriven rear wheels 293. A damper 296 may optionally be applied to caster295, as in the manner described for vehicle 190.

FIG. 3 depicts an embodiment of a zero turn vehicle 390 that is similarto vehicle 190, but differing in that rear wheels 393 of vehicle 390 aredriven by a pair of electric hub motors 321 and an electrical powersource 391. Electric power source 391 could be a battery or collectionof batteries, a prime mover such as an internal combustion enginedriving a generator, a combination thereof, or another source ofelectric power. Electric hub motors 321 are utilized in vehicle 390 asthe power transfer mechanisms in lieu of the hydrostatic transaxles120L, 120R and electric actuators 130L, 130R shown in FIG. 1 for vehicle190. Controller 370 controls the speed and direction of electric hubmotors 321 that drive rear wheels 393, based on operator input throughsteering wheel 380 having a steering column 381 connected to steeringposition sensor 371, and accelerator pedal 372 (and its associatedposition sensor 372 a). Alternatively, electric transaxles can be usedin lieu of the electric hub motors 321 shown in FIG. 3. Front wheel 394can be steered with electric actuator 331, as in the manner describedfor vehicle 190. Front non-steered caster 395 rotates to generallyfollow the travel vector of vehicle 390, and reacts in response to theactions of the driven rear wheels 393. A damper 396 may optionally beapplied to caster 395, as in the manner described for vehicle 190.

FIG. 4 depicts an embodiment of a zero turn vehicle 490 including afront wheel 494 steered through a mechanical linkage to steering wheel480 and a mechanical summator 443 to control a pair of transaxles 420L,420R. Transaxles 420L, 420R each independently drive respective rearwheels 493 through output shafts to provide steering and drive ofvehicle 490. Prime mover 491 provides power to transaxles 420L, 420Rthrough a power transfer assembly, such as a belt and pulley assembly497 (shown schematically). Prime mover 491 may be an internal combustionengine or electric motor having an electrical power source.

An operator can provide steering input through steering wheel 480 andsteering column 481 that are mechanically linked to a gearbox 440.Gearbox 440 may include an arrangement of gears, e.g., bevel gears, forlinking the steering column 481 to a shaft 441 that is shownperpendicular to steering column 481. Shaft 441 may in turn be linked toa gearbox 442 that is in turn linked to the steered front wheel 494.Gearbox 442 may include an arrangement of gears, e.g., bevel gearsand/or sector gears, for controlling the steered-orientation of thefront wheel 494. In this way, the operator's steering input via steeringwheel 480 may cause changes in the steered-orientation of the frontwheel 494 through steering column 481, gearbox 440, shaft 441, andgearbox 442. In an embodiment, gearbox 442 includes a sector gearengaged to a shaft (not shown) that preferably extends below gearbox442. This shaft engaged to the sector gear in the gearbox 442 may havean arm attached thereto that can be connected to linkage 444 so that thearm pivots to move linkage 444 when the sector gear pivots. Linkage 444,in turn, communicates the steered-orientation of front wheel 494 tomechanical summator 443. Descriptions of various arrangements andconfigurations of gears and shafts for linking a steering wheel andfront wheels are detailed in commonly-owned U.S. Pat. No. 8,950,520, theterms of which are incorporated herein by reference.

Mechanical summator 443 can control the speed and direction of rearwheels 493 by controlling the respective transaxles 420L, 420R throughoutput linkages 446L, 446R. In particular, mechanical summator 443 has alinkage 444 with gearbox 442 to receive steering input from steeringwheel 480, and also has a linkage 445 with accelerator pedal 473 toreceive speed and direction (forward or reverse) input. Mechanicalsummator 443 can sum the inputs received through mechanical linkages444, 445 and appropriately control transaxles 420L, 420R through outputlinkages 446L, 446R. Front non-steered caster 495 rotates to generallyfollow the travel vector of vehicle 490, and may react in response tothe actions of the driven rear wheels 493. A damper 496 may optionallybe applied to caster 495, as in the manner described for vehicle 190. Bycoordinating the steering of the rear wheels 493 and steered front wheel494, vehicle control can be improved when travelling and/or mowingacross sloped terrain, for example.

FIG. 5 depicts an embodiment of a zero turn vehicle 590 that is similarto vehicle 490, but differing in that vehicle 590 includes independentaccelerator pedals 573L, 573R to control each of the transaxles 520L,520R. Each of the pedals 573L, 573R may directly control respectivetransaxles 520L, 520R through linkages 548L, 548R for driving rearwheels 593 through output shafts to provide steering and drive ofvehicle 590. Pedals 573L, 573R may be rocker-style pedals, for example,that can provide speed inputs (amplitude) and direction inputs (forwardor reverse). In this way, the operator has direct control of thesteering of front wheel 594 and of rear wheels 593, and in turn, thesteering of vehicle 590. Front steered wheel 594 may be steered bysteering wheel 580 through steering column 581, gearbox 540, shaft 541,and gearbox 542. Front non-steered caster 595 rotates to generallyfollow the travel vector of vehicle 590, and reacts in response to theactions of the driven rear wheels 593. A damper 596 may optionally beapplied to caster 595, as in the manner described for vehicle 190.

While specific embodiments have been described in detail, it will beappreciated by those skilled in the art that various modifications andalternatives to those presented herein could be developed in light ofthe overall teachings of the disclosure. Accordingly, the particulararrangements disclosed are meant to be illustrative only and notlimiting as to the scope of the invention which is to be given the fullbreadth of the appended claims and any equivalent thereof.

What is claimed is:
 1. A vehicle comprising: at least one drivemechanism disposed on a vehicle frame, the vehicle frame having a frontand rear; an operator control mechanism for controlling the steering,speed, and direction of the vehicle; a pair of driven rear wheelslocated adjacent to the rear of the vehicle frame, wherein at least oneof the pair of driven wheels is engaged to and driven by the at leastone drive mechanism; a steered wheel disposed adjacent the front of thevehicle frame and on a first side of the vehicle frame; a non-steeredwheel located adjacent the front of the vehicle frame and on a secondside of the vehicle frame opposite the first side; and a damperconnected to the non-steered wheel to dampen rotation of the non-steeredwheel about a non-steered wheel pivot axis.
 2. The vehicle of claim 1,wherein the damper comprises an adjustable damper configured to adjustdampening of the non-steered wheel rotation about the non-steered wheelpivot axis.
 3. The vehicle of claim 1, further comprising a frontelectric actuator engaged to and providing a steering force to thesteered wheel.
 4. The vehicle of claim 3, further comprising acontroller in communication with the operator control mechanism, whereinthe controller controls the at least one drive mechanism and the frontelectric actuator based on operator input to the operator controlmechanism.
 5. The vehicle of claim 1, wherein the at least one drivemechanism comprises a pair of drive mechanisms disposed on oppositesides of the vehicle frame, and each of the pair of driven rear wheelsis engaged to and driven by one of the pair of drive mechanisms.
 6. Thevehicle of claim 5, wherein the pair of drive mechanisms is a pair oftransaxles.
 7. The vehicle of claim 6, wherein each of the pair oftransaxles is a hydrostatic transaxle, and further comprising a pair ofelectric actuators, each of the pair of electric actuators being engagedto and controlling one of the pair of hydrostatic transaxles.
 8. Thevehicle of claim 7, further comprising a controller in communicationwith the operator control mechanism, wherein the controller controls thepair of hydrostatic transaxles based on operator input to the operatorcontrol mechanism.
 9. The vehicle of claim 8, further comprising a frontelectric actuator engaged to and providing a steering force to thesteered wheel, wherein the controller controls the front electricactuator based on operator input to the operator control mechanism. 10.The vehicle of claim 9, wherein the damper comprises an adjustabledamper configured to adjust dampening of the non-steered wheel rotationabout the non-steered wheel pivot axis.
 11. A vehicle comprising: a pairof transaxles disposed on a vehicle frame, the vehicle frame having afront and a rear; an operator control mechanism for controlling thesteering, speed, and direction of the vehicle, wherein the operatorcontrol mechanism includes a steering position sensor and an acceleratorposition sensor; a pair of driven wheels located adjacent the rear ofthe vehicle frame, each rear wheel engaged to and driven by one of thepair of transaxles; a steered wheel disposed adjacent the front of thevehicle frame, on a first side of the vehicle frame; a front electricactuator engaged to and providing a steering force to the steered wheel;a non-steered wheel disposed adjacent the front of the vehicle frame, ona second side of the vehicle frame opposite the first side; a damperconnected to the non-steered wheel to dampen rotation of the non-steeredwheel about a non-steered wheel pivot axis; and a controllercommunicably coupled to the pair of transaxles, the steering positionsensor, the accelerator position sensor, and the front electricactuator, wherein the controller receives and processes input signalsfrom the steering position sensor and the accelerator position sensor todetermine an intended travel vector of the vehicle, and wherein thecontroller transmits control signals to the pair of transaxles and thefront electric actuator based on the intended travel vector tocoordinate the relative speed and direction of the pair of driven wheelsand a steered-orientation of the steered front wheel.
 12. The vehicle ofclaim 11, wherein the damper comprises an adjustable damper configuredto adjust dampening of the non-steered wheel rotation about thenon-steered wheel pivot axis.
 13. The vehicle of claim 11, wherein eachof the pair of transaxles comprises a hydrostatic transaxle.
 14. Thevehicle of claim 13, further comprising a pair of electric actuators,each of the pair of electric actuators being engaged to and controllingone of the pair of hydrostatic transaxles.
 15. A vehicle comprising: apair of transaxles disposed on a vehicle frame, the vehicle frame havinga front and a rear; an operator control mechanism for controlling thesteering, speed, and direction of the vehicle; a pair of driven wheelslocated adjacent the rear of the vehicle frame, each rear wheel engagedto and driven by one of the pair of transaxles; a steered wheel disposedadjacent the front of the vehicle frame, on a first side of the vehicleframe; a non-steered wheel disposed adjacent the front of the vehicleframe, on a second side of the vehicle frame opposite the first side; adamper connected to the non-steered wheel to dampen rotation of thenon-steered wheel about a non-steered wheel pivot axis; a first gear boxdisposed on the vehicle frame and connected to the operator controlmechanism; a second gear box disposed on the vehicle frame and connectedto the steered wheel, the second gear box connected to the first gearbox via a shaft, wherein input to the operator control mechanism changesa steered-orientation of the steered wheel via the first gear box, theshaft, and the second gear box; and a mechanical summator connected tothe second gear box and the operator control mechanism, wherein each ofthe pair of transaxles is linked to the mechanical summator throughrespective linkages, wherein the mechanical summator controls the pairof transaxles based on operator input to the operator control mechanism,and the second gear box steers the steered wheel based on operator inputto the operator control mechanism.
 16. The vehicle of claim 15, whereinthe damper comprises an adjustable damper configured to adjust dampeningof the non-steered wheel rotation about the non-steered wheel pivotaxis.
 17. The vehicle of claim 15, wherein the operator controlmechanism comprises a steering wheel connected to the first gear box viaa steering column, and wherein input to the steering wheel changes thesteered-orientation of the steered wheel via the steering column, thefirst gear box, the shaft, and the second gear box.